William wilkinson



(rNoModel.) W. WILKINSON.

TRAMWAY LOCOMOTIVE.

N4 PErzRs, Pnomumngmpnnn wmingm, u. c.

UNITED STATES PATENT GEETCE.

WILLIAM WILKINSON, 0F WIGAN, COUNTY 0F LANCASTER, ENGLAND.

TRAMwAY-LocoMoTivE.

SPECIFICATION'forming part of Letters Patent No. 276,948, dated May 1, 1888. Application tiled May i8, i882. (No model.) `.Patented in England Octoberl, 1881, No.4,268.

This invention consistsin certain novel com-l binations of parts which have been united with other parts in atramway-locomotive to accom-` plish the aforesaid object, as hereinafter described and claimed. i

In the drawings which accompany this specification, Figure 1 is a sectional side elevation of my improveditramwaylocomotve. Fig. 2 is a transverse section ofthe same, and Fig. 3 isanother side elevation thereof.

In .order to render the locomotive small and compact, an upright or verticalboiler iitted with what are known as Fields Patent Tubes7 has been adopted as thebasis of this locomotive, the same being mounted on suitable framing, with track-wheels and other accessories which do not require particular mentitin.

.flwo inverted direct-actingcylinders, A,

drive two cranks, B, at right angles one to the other. Thecrank-shafts are rigidly attached to the framing of the engine, andare tted with a gunmetal, wrought-iron, orysteel spurwheel, C, gearing with a second spur-wheel,D, keyed on the driving-axle S, on which are keyed the driving-wheels to run on the tramrails. These wheels may be coupled to the trailing or leading wheels, or toboth, if required. `By this method ot' connection ot' engines to driving-wheels I obviate galloping,77 or a, jumping action of the locomotive on the road, that would take place if the engine were connected with the driving-wheel axle directly.

Two jackets, E, made from wrought or cast iron or other suitable material, are txed one on each side ot' the boiler F, and closely at tached thereto, so as to be heated to the same temperature as the boiler. The steam from the cylinders A is exhausted into these jack# ets and there heated, any water that may have passed over with the said exhaust-steam being thereby intercepted and partially evaporated. From these jacketsare led two pipes, G, passing into and down the inside of the uptake or chimney ofthe furnace, into a vessel, H, made from. cast-iron or any suitable material, suspended inside the furnace at any convenient distance below the foot of the uptake, and act-` ing as a distributer of the heated gases'amon g 6o the tubes. From this vessel an enlarged pipe, I, is led vertically any convenient distance up the uptake, directing the waste steam up the chimney in a dry and superheated state, in` visible to the eye, while it increases the draft of the furnace in the usual manner. The before-mentioned vessel H, into which the waste or exhaust steam is finally led, being exposed to the greatest heat of the furnace J, el'ectually superheats and dries the steam, 7o so that no water can be emitted from the funnel, and owing to the steam being` expanded `in two separate vessels after leaving the cylinders of the engine the pressure is thereby so much reduced as to decrease to a minimum the noise ot' the exl1aust-steam when reaching the air.

The safety-valves are inclosed ina box, T, Figs. l and 3, from which two pipes, T2, are led, one into each of the jackets E, in order toy S'o reduce to aminimum the noise resulting from blowing ott` steam from overpres'sure. The waste-pipes U, Figs. 1 and 3, from the cylin- `ders are also led into the jackets E, thereby preventing any noise of escape when the engine is starting on a journey, with the cylinder-cocksopen for the discharge of water from the cylinders. All water led into or produced by condensation within the before-intentioned side jackets is led therefrom by pipes V, Figs. 9o l and 3, into a steam and water tight tank, R, which may be carried on any convenient part of the locomotive, and which can be emptied atwill.

To control and equalize the speed of the locomotive a governor is employed, preferably of the class known as Allen s Paddle-Governors,7 as indicated by its pulleys and. drivingband at S Sz S3, Fig. 3, toreverse the valvegear and apply the brakes when a given speed rco is attained. This is effected by means of an eccentric cam, K, with a lever-motion, which opens a valve against the boiler-pressure,th ereby allowing the Water or steam to pass through a pipe to the under side of one or more pistons or hydraulic rams in direct communication with the reversing-shaft L and brake-shaft M, reversing the engines and applying the brakes at one and the same time and automatically. In the under side of the hydraulic or steam cylinders before mentioned, containing the pistons or rams N, it is proposed toiix taps or cocks and pipes, which can be used for regducedr between said pistons N and the brakeshaft M to provide for applying the brakesv by hand or foot in the usual manner.

In the ordinary field-boiler the portion of the uptake or chimney which passes through the steamspace above the water-line inside the boiler is liable to have scale and hardmud formed u'pon it by reason ot'thescum ioating on the surface ot' the Water becoming baked and attached thereto, and this at times, dropping oi" and choking or fouling the circulating-tubes, interferes with the el'ectual circulation of the water, thereby causing the tubes to burn out. To obviate this a disk, Q,ofiron,-

copper, or other suitable material, is fitted onto the uptake P inside the boiler, so as to catch and intercept any scale that may be formed and prevent it falling into the tubes. The chimney or uptake, passing through the steam-space, as aforesaid, is subject-to a very high temperature, and invariably wastes away very much more rapidly at this point than` at; any other portion of the boiler. This part is protected, then, by fitting a Wrought-iron or other suitable casing, lt, inside the uptake, where the same passes through and above the water-line of thek boiler. An annular space is left inside the casing, which may be packed with ire-clay or other non-conductingand tireresisting material; or the space may, ifdetired, be left vaoan t.

lernor, steam or hydraulic brake, and valvereversing gear, nor any part of the same, but

, hereby reserve the right to claim the same in a future application for patent. k

What ,I claim as novel, and desire to protect by Letters Paten-t, is

`1. The combination, in a tramway-locomotive, of chambers or jackets attached to the boiler, pipes conducting escape-steam thereto,

i and pipes leading down the uptake or funnel 'into another vessel placed in the furnace, im-

mediately at the foot of the uptake, to expose the escaping steam to the direct heat of the furnace for drying and superheating it before its escape into the air to render it invisible, substantially as herein specified.

2. The combina-tion, in a tramway-locomotive, ot' chambersor jackets attached to the boiler, pipes conducting escape-steam thereto and pipes leadingfrom said chambers orjackets to another chamber, Within which the steaml is expanded a second time before it escapes, substantially as herein specified, to reduce the noise ot escaping steam.

3. rlhe combination, in a tramway-locomotive, of chambers cr jackets attached vto the boiledr pipes leading from the waste-cocks of the engine-.cylinders thereto, and pipes lead;-

ing from` said chambers or jackets to another chamber, wit-hin which the steam is expanded a second time before it escapes, substantially as herein` specified, to prevent noise from escape at said cylinder waste-cocks.

4. rlhe combination, in a tramway-lemma tive, of chambers or jackets attached to the,

boiler, pipes conducting escape-steam and Water thereto, and pipes leading from said chambers or jackets to a Watertight settlingtank, which collects the separated water, snbstantially as herein specified, as means for preventing the escape ot' water.

London, April 1, 1882.

WVM. TILKINSON Witnesses.:-

JOHN C. FELL, SAM. P. WILDING.. 

